Transportation energy use

Coa.1 Reserves. As indicated in Table 2, coal is more abundant than oil and gas worldwide. Moreover, the U.S. has more coal than other nations U.S. reserves amount to about 270 biUion metric tons, equivalent to about 11 x 10 MJ (1 x 10 ° BTU = 6600 quads), a large number compared to the total transportation energy use of about 3.5 x lO " MJ (21 quads) per year (11). Methanol produced from U.S. coal would obviously provide better energy security benefits than methanol produced from imported natural gas. At present however, the costs of producing methanol from coal are far higher than the costs of producing methanol from natural gas. 

Two thirds of today s oil use of more than 81 million barrel per day is for transportation, of which land transport for people accounts for some 55%, land transport for freight for some 35% and air transport for people and freight for around 10%. Almost 97% of road transport is fuelled by oil. The three most important targets with respect to transportation energy use, which are also increasingly favoured by policy makers around the world, are reduction of local air pollution, greenhouse gas-emissions reduction and energy security.1 As a consequence, there is an enforced search for alternative transport fuels. 

A variety of alternative fuels, including LPG, CNG, ethanol, methanol, as well as electricity, have been implemented on a small scale in the USA, but with limited success - the total number of alternative fuelled vehicles remains less than 1 % of the total fleet (Davis and Diegel, 2007). The largest alternative fuel used in the USA is ethanol derived from corn, which is currently blended with gasoline up to 10% by volume in some regions, and accounts for 3% of US transportation energy use. 

In the tenacious realm of transportation energy use, success has not been seen over many years of attempting to develop technical solutions as a way to facilitate policies that might then guide beneficial change. Political commitment to cut oil use or GHG emissions seems essential before any new technological solution, no matter how promising on paper, can come... 

Energy and environment Reuse and recycling issues Reduction of transportation energy use Increased use of waste from crosscutting technologies Life-cycle model for C02 impact... 

Nilsson, G. 1982. The effeets of speed limits on traffie aeeidents in Sweden. In Proceedings of the International Symposium on the Effects of Speed Limits on Traffic Accidents and Transport Energy Use, 6-8 Oetober 1981, Dublin Organisation for Eeonomie Co-operation and Development OECD, Paris, 1-8. 

The use of natural gas as a hydrocarbon source depends on transportation. Over long distances and waterways, Hquefied natural gas (LNG) is dehvered in cryogenic tankers or tmcks (see Gas, natural Pipelines). In the United States, about 22% of the fossil-fuel energy used in 1990 was gas, but in Japan this percentage was much less. 

Ereduc tion of a product or service must be evaluated over its entire istoiy or life cycle. This life-cycle analysis or total systems approach (Ref. 3) is crucial to identifying opportunities for improvement. As described earher, this type of evaluation identifies energy use, material inputs, and wastes generated during a products hfe from extraction and processing of raw materials to manufacture and transport of a product to the marketplace and finally to use and dispose of the produc t (Ref. 5). 

When discussing material outputs of the petroleum refining industry, it is important to note the relationship between the outputs of the industry itself and the outputs resulting from the use of refmery products. Petroleum refineries play an important role in the U.S. economy, supplying approximately 40% of the total energy used in the U.S. and virtually all of the energy consumed in the transportation sector. 

See also Acid Ram Air Quality, Indoor Atmosphere Automobile Performance Climatic Effects Emission Control, Vehicle Emission Control, Power Plant Environmental Economics Environmental Problems and Energy Use Gasoline and Additives Transportation, Evolution of Energy Use and Turbines, Gas. 

See also Aircraft Aviation Fuel Efficiency of Energy Use, Economic Concerns and Engines Kerosene Subsidies and Energy Costs Supply and Demand and Energy Prices Transportation, Evolution of Energy Use and. 

Sec Also Aircraft Air Pollution Air Travel Climatic Effects Gasoline and Additives Gasoline Engines Kerosene Militai y Energy Use, Modern Aspects of Transportation, Evaluation of Energy Use and. 

See also Coal, Production of Coal, Transportation and Storage of Environmental Problems and Energy Use Fossil Fuels. 

See also Batteries Capacitors and Ultracapacitors Electric Motor Systems Emission Control, Vehicle Environmental Problems and Energy Use Flywheels Fuel Cells Fuel Cell Vehicles Flybrid Vehicles Materials Transportation, Evolution ofEnergy Use and. 

Besides all the gaseous and liquid wastes of transportation that result from energy use, and the loss of natural environment to roadv ays, there is also the solid-waste problem of disposal— vehicles and components such as tires and batteries. Responding to the growing disposal problem, many manufacturers are building automobiles that contain far more recyclable parts. 

Regulations and Subsidies That Hove Distorted Energy Use in the Freight Transportation Market... 

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